Railway traffic controlling apparatus



June 23, 1931. w, BRYAN 1,810,945

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Nov. 1'7, 1930- Con/railedby imifi'c cazzdz'tzbns in advance.

B W i 4E F-w-O I5 4 0 I 10. 1 W B /M i 5 l v Applies F5 b1 430; [33H w vW120 M de enelylzed; 4 Q llf }[2)L T J Conzaezs czzmrazed by speedfiagoolzsl've device.

INVENTOR. H. W. Blfqn,

N ATTORNEY.

Patented June 23, 1931 UNITED STATES- PATENT OFFICE-71 HAROLD W. BRYAN,OF SOUTH HILLS, PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH,&SIGNAL COMPANY, OF

TION or PENNSYLVANIA SWISSVALE, PENNSYLVANIA, A CORPORA- RAILWAY TRAFFICCONTROLLING APPARATUS Application filed. November 17, 1930. Serial No.496,091. Y

My invention relates to railway traffic controlling apparatus, andparticularly to apparatus of the type involving tram-carried speedgoverning apparatus continuously controlled inductively by currentsflowing in the track rails. The present invention relates particularlyto the traincarried portion of such apparatus, and has for an object theprovision of novel and improved means for preventing an automaticapplication of the brakes during momentary interruptions of the energyreceived from the rails. f

I will describe one form of apparatus embodying my invention, and willthen point out the novel features thereof 1n claims.

The accompanying drawing is a diagrammatic view showing one form ofapparatus embodying my invention. v

Referring to the drawing, the apparatus, all of which is carried on atrain, comprises a main relay A of the induction motor type having arotor land two stator windings 2 and 2 The circuits for the statorwindings are controlled from the trackway in such manner that underproceed traffic conditions the-contacts operated by the rotor-1 areswung to the right, whereas, under caution traffic conditions thecontacts operated by this rotor are swung to the left. Under stopconditions these contacts assume intermediate positions wherein the backcontacts 5 and 6 are closed. The stator windings of relay A may becontrolled in the manner disclosed and claimed inreissue patent of theUnited States No. 15,592, granted to L. V. Lewis on Mayl, 1923,'forrailway traflic controlling systems. i v The apparatus also comprises aslow-releasing pilot relay P, having t'wowindings 7 and 8, either ofWhich'when energized is sufficient to close the front contacts of therelay.

The train'is also provided with a series of contacts C operated by aspeed responsive device in such manner that when the speed ofthe trainis below a given low value all of these contacts are closed. When thespeed exceeds this given lowvalue, contacts 11 and 12 will open. Whenthe speed exceeds a given medium value, contacts ll and 12 will open.'When the speed exceeds a given high value, contacts 11 and 123 willopen. These contacts may be controlled in the manner illustrated anddescribed in the Lewis Reissue Patent No. 15,592, referred to above. j

The reference character K designates an acknowledging relay which isnormally deenergized, but which is capable of being energized underconditions requiring low speed,by acknowledgment ofsuch condi tions onthe part of the engineer. The controlling circuits for this relay formno part of my present invention, and they'may be similar to the circuitsdisclosed and claimed in Letters Patent of the Unite'd States No. 1,598,994:, granted toH. A. Wallace on Sept. 7,1926. w e j The referencecharacter M designates a brake application magnet, which is arranged tocause an automatic application of the brakes when the magnet becomesdeenergized. The brake application apparatus controlled by this magnetforms no part ofmy present invention, and has been omitted from thedrawing to simplify the disclosure. When the train is traveling underclear traflic conditions, relay A is energized in such direction thatthe rotor contacts are swung to the right, and if the speed'of the trainis below "a given high value, winding 7 of the pilot relay P will beenergized, the circuit being from terminal B of a suitable source ofcurrent, through contact3 of relay A, contact 11 of the speed responsivedevice, winding 7, contact 12?, and contact 41.

of relay A to terminal 0. Relay P being energized, brake applicationmagnet M is also energized through a circuit which includes the frontpoints of contacts 9 and 10 'of relay P, which circuit Will be obviousfrom the drawing. If the speed of the train exceeds the given highvalue, contacts 11 and 12 will open, thereby deenergizing relay P, andthis will in turn deenergize, magnetM to cause an automatic applicationof the brakes.

' Under caution 'trafiic'conditions, the contacts of relay A will beswung to the left, and if the speed of the train is then below a givenmedium value, winding 8 of relay P will be energized; the circuit willthen be from terminal B, through contact 3 of relay A in the left-handposition, speed responsive contact 11 winding 8 of relay P, speedresponsive contact 12 and contact- 4 of retrain exceeds the given mediumvalue, contacts 11 and 12 will open, thereby deenergizing relay P tocause an automatic application of the brakes; V lVhen relay A becomesdeenergized, due to stop traflic conditions in" advance, acknowledgingrelay K may be energized by suitable action on the part of the engineer.The circuits for both windings 7 and 8 of relay P will then be open, sothat this relay will be deenergized. If the speed of the train is belowthe given low value, the brake magnet M will'be energized by virtue ofacircuit which passes from terminal ,B, through back contact 5 of relayA, contact 13 of relay K, speed responsive contact 11 back point' ofcontact 9 of relay P, magnet M, back point of contact 10 of relay P,speed responsive contact 12 and back contact 6 ofrelay A to terminal 0.If the speed of the train exceeds the given low value, contacts l l and12 will open, thereby deenergizingmagnet M to cause an automaticapplication of the brakes.

Inasmuch as the pilot relay P is slow-releasing in character, it will"be seen that while the train is traveling under the proceed or cautiontraflic conditions, brake magnet M will not be deenergized due to momenwtary deenergization of the main relay A, such as may occur when thetrain passe's'the insulated joints between two adjoining blocks. 7 t V'Although I have herein shown and described only one form of railwaytratfic controlling apparatus embodying my invention, it is understoodthat various changes'and modifications may be made therein within thescope of the appended claims., without departing from the spirit andscope of my invention; A

Having thus described my invention, what.

I claim is 1. Train carried speed controlling apparatus comprisinga mainrelay controlled from the trackway and energized in normal or reversedirection according as trafiic conditions in advance, permit of highspeed or require medium speed, a speed responsive device having a highspeed contact and a' medium speed contact, a slow-releasing pilot relayhaving two windings, a circuit for the first winding of said pilot relayincluding a normal contact of said main relay and.

the high speed contact of said speed responsive device, a circuit forthe second winding of said pilot relay including a reverse vice, a brakecontrolling magnet acting when deenergized to cause an automaticapplication-of the brakes, and a circuit for said magnet controlled by afrontcontact of said pilot relay. layA to terminal 0. If the speedof the2, Traincarriedspeed controlling appa-L ratuscomprising a main -relaycontrolled from the trackway andenergized in normal or reverse directionordeenergized according as traffic conditions in advance permit of highspeed or require medium or low speed, a speed responsive device having ahigh speed and a medium speed as well as a low speed contact, a slowreleasing pilot relay having two windings, acircuit for the firstwinding of said pilot relay including a normal contact of said mainrelay and the high speed contact of said speed responsive device, acircuit forthej second winding of said pilot relay including a reversecontact of said main relay and the medium speed contact of said speedresponsive device,fa brake controllingmagnet acting when edeenergized tocausean automatic application of the brakes, a circuit forsaid-magnetcon trolled by a front contact of saidpilot relay, a normallydeenergized acknowledging relay capable of being energized underconditions'requiring low speed by suitable acs knowledgment of suchconditions, and an auxiliary circuit for, said magnet controlled by afront contact of said acknowledging relay andsaid low speed contact. 7

3. Train carried speed controlling apparatus comprising a slow-releasingpilot relay, means operating under proceed trafiic conditions toenergize said relay provided the speed of the train is below a givenhigh value, means operating under caution traffic conditions'to energizesaid relay provided the speed oi thetrainis below a given me dium value,an automatic brake valve magnet controlledbya front contact of said.relay, a normally deenergized acknowledging re lay capable of beingenergized by suitable acknowledgment of stop, traffic conditions, andmeans for keeping said magnet energized when said pilot relay is openprovided said acknowledging relay is closed and the speed of the trainis below a given low value. 7 K a i'Train carried speed controllingapparatus comprising a slow-releasing'pilot relay having two windings,means operating under proceed trafli'c conditions to energize onewinding of said relay provided the speed of the train" isbelow-agivenhigh value, means operating under caution traflic conditions to energizethe other winding of said relay provided the speed of the train is belowa given medium value, and an auto.-

LOO

matic brake applying device controlled by said relay.

5. Train carried speed controlling apparatus comprising a slow-releasingpilot relay having two windings, means operating under proceed trafficconditions to energize one winding of said relay provided the speed ofthe train is below a given high value, means operating under cautiontrafiic condi-v tions to energize the other winding of said relayprovided the speed of the train is below a given medium value, anormally deenergized acknowledging relay capable of being energized bysuitable acknowledgment of stop trafiic conditions and an automaticbrake applying device controlled by said pilot relay and by saidacknowledging relay.

In testimony whereof I aflix my signature.

HAROLD W. BRYAN.

